Railway-switch



1 Nb. 751,916. PATENTED FEB. 9, 1-904. J. HOOPBR.

I RAILWAY SWITCH.

7 APPLICATION FILED JULY 9, 1903.

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PATENTED' FEB. 9, 1904.

J. J. HOOPBR. RAILWAY SWITCH.

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No. 751,916. PATBNTED P331 9, 1904.

J. J. HOOPER. RAILWAY SWITCH.

APPLIGTION FIRED JULY 9 1903.

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-UNITED STATES Patented February 9, 1904.

PATENT OFFICE.

TO THOMAS KING WILSON, OF CHILLICOTHE, OHIO.

RAI LWAY-SWITCH SPECIFICATION forming part of Letters Patent No. 751,916, dated February 9, 1904.

Application filed July 9, 1903. Serial No. 164,825. (No model.)

To aZZ whom it may concern: I

Be it known that 1, JOHN JAMES Hoornn, a

citizen of the United States, and a resident of Ohillicothe, in the county of Ross and State of Ohio, have made certain new and useful Improvements in Railway-Switches, of which the following is a specification.

My invention is an improved railway-switch adapted to be opened manually and also to be closed manually, but which will close automatically after a train has passed some dis-. tance on the siding or will be closed auto-- matically by a train approaching from either.

direction on the main line.

In carrying out my invention I employ two.

switch proper, are used in their technical sense or with the same signification as in railway parlance.

The details of construction, arrangement, combination, and operation of parts are as hereinafter described, reference being had to the accompanying drawings, (four sheets,) in which Figure l is a plan view of my improved switch shown closed, the top of the box which incloses a part of the mechanism being removed. Figs. 2 and 3 are detail side views illustrating mechanism connected with the main .linefor releasing a switch-lock. Fig. 4 is a plan view similar to Fig. 1 save that the switch is shown open. Fig. 5 is a detail section hereinafter referred to. Fig. 6 is a side view illustrating the lever and counterbalance attachments arranged alongside the fixed railof the siding and serving to automatically lock and release the switch-rails. Fig. 7 is avertical section of the switch-stand when the switch is closed, as in Fig. 1.

and the aforesaid box with the mechanism contained therein. Fig. 8 is a perspective View illustrating the latch-locking mechanism with its main parts or members disassociated. Fig. 9 is a perspective view of the bar-lock arranged in the switch-stand for locking the switch-lever. Fig. 10 is a perspective view of the switch-lever. Fig. 11 is an enlarged vertical cross-section of'the aforesaid box and its contained mechanism, the view serving to illustrate the operation of manually releasing the latch-lock. Fig. 12 is a vertical section on the line 12 12 of Fig. 11. Fig. 13 is a perspective View illustrating 'a part of the mechanism connected with the siding for operating the bar-lock. Fig. 14 is a perspective view of the rotatable target and its lever attachment.

As shown in Figs. 1 and 4., switch-rails 1 and 2 are connected'by cross-bars 3 and arranged in the usual manner with relation to the main-line rails 1 and the siding 2". Thus the rails 2 2 constitue the siding proper, while the switch-rail 1 forms a part of the main lilrlie T e means for operating the'switch-rails 1 and 2 JOHN JAMES HOOPER, OF CHILLIOOTHE, OHIO, ASSIGNOR OF ONE-THIRD I are as follows: A bar 1 connects with one of I the cross-bars 3 of said rails and is in turn connected by a link 5 with an elbow-lever 6. The latter is pivoted at its angle within the box 7 and connected with a larger elbow-lever 8 through the medium of links 9 and an intermediate straight lever 10. I thus provide a compound lever having great range of motion and great power. The free end of the lever 8, which may be termed the lockinglever, is adapted to engage with a latch 11, -.(see Figs. 7, 8, and 11,) the same being pivoted in the side of the box, so as to swing in in a vertical plane. Thelatch is provided with two notches, (see especially Fig. 8,) one (indicated by 12) being located near the pivot and adapted to receive the free end of the lockinglever 8 when the switch is open, as shown in Fig. i. The other notch, 13, is adjacent to the free end of the latch 11 and adapted to receive the lever-arm 14:, forming an attachment of a rock-shaft 15. The latter is journaled in a bracket 16, forming a fixed attachment of the end of the box 7. On the opposite end of the rock-shaft 15 is fixed another leverarm 14, upon which an elongated plate-spring 17 bears, as shown, the same being secured to the side of the box 7. The function of the lever-arm 14 is to raise the latch 11, and thus release the locking-lever 8 when it is required to close the switch manually or when it is closed automatically, as will be presently described.

A red or bar 18 (see Figs. 1, 4, 7, and 11) is connected with the free end of the longer arm of locking-lever 8 by a sliding joint, hereinafter referred to, and with the crank 19 of the rotatable switch rod or shaft 20 by means of a link 21. The rod or shaft 20 is arranged in a switch-stand 22 of ordinary construction and is rotated for opening or closing the switch manually by means of a switch-lever 23. (See Figs. 1 and 10.) As shown in the latter view, the lever-handle is pivoted to a horizontal arm 23, which is in turn secured to the switch-rod 20. When notin use, the arm 23 hangs vertical, but is-raised to horizontal position for throwing the switch. It will now be understood that, assuming the switch to be closed, as shown in Fig. 1, so that trains run safely on the main line, and it be desired to open the switch, as shown in Fig. 4, the operator seizes the lever 23 and rotates the switch-rod 20, whereby the pull-rod 18 throws the main or looking lever 8 into the position shown in Fig. 4 that is to say, the locking-lever 8 is drawn back, so that its reduced end (see Fig. 8) passes under the rounded lower side of the latch 11 and enters the notch 12 in the latch by reason of the latter dropping by gravity after thelever has passed under it. By this movement the rails 1 and 2 are drawn over into the position shown in Fig. 4 and locked in such position, so that a train approaching from the left may pass into the siding. After the train has so passed the operator may release the lock manually by simply forcing the lever 23 around to the former position. To enable this operation to be effected, it is obviously necessary that the latch 11 shall be raised to release the lever 8 from the notch 12 therein. To this end I employ the following means: A segmental cam 24 is secured or formed upon the I upper side of the outer end of the pull-rod 18, and the latch 11 is provided with a lateral attachment consisting of a pivoted rod 25 and a roller 26, mounted thereon. The said roller comes into contact with the cam 24 when the switch is opened and also when it is closed. The rod 25 is primarily secured to the latch at one end, but is pivoted at its other end to the side of the box, so that it swings vertically with the latch. If now the switch be locked open, as in Fig. 4, the cam 24 will be on the inner side of the roller 26, and the locking-lever 8 will be engaged with the notch 12 of the latch. -As before intimated, the rod 18 is connected with the lever 8 in such manner as to allow it to slide a short distance without affecting the position of the lever that is to say, the rod 18 is provided with a lengthwise slot in its outer end, and a bolt or screw passes through the slot and is secured to the lever 8. This permits the rod to be moved a short distance or far enough to allow the cam 24 to ride under the friction-roller 26 and raise the latch 11 before the lever 8 is affected. In brief, the sliding movement of the rod 18, with its cam 24, raises the latch, so that the lever 8 is freed and may then be pushed over to the right or from the switchstand, so as to restore the switch to the normal position. (Indicated in Fig. 1.) Since it is desirable, however, that the switch shall be operated automatically and with great rapidity, I provide a weight 27, as shown in Fig. 7 the same being connected with the lockinglever 8 by means of a wire rope 28, that passes over a pulley 29. Since the weight has a certain degree of inertia, it will not act so quickly as a spring, and to give the initial movement of the compound lever, so that the switch may be closed without an instants delay, I provide a long coil-spring 30, (see Fig. 7,) the same being connected with the locking-lever 8 and also with a vertical centrallypivoted lever 31. A shorter and weaker spring 32 connects the opposite or lower end of the lever 31 with the fixed point on the bottom of the box 7 It will be understoodthat if the larger and longer spring 30 were attached at its outer end to a fixed point instead of the lever 31 this action would be practically the same in the main-that is to say, it would give the instantaneous initial movement of the compound lever and switch-rails, which would be supplemented by the succeeding action of the weight after its inertia action had been over come, and, further, when the switch had been closed the weight would serve to keep it so. Practice has demonstrated that this combination of springs and oscillating lever is very eifective for the purpose. It will be noted in Fig. 7 that the lever 31 is in contact with a fixed point or stop when the switch is open and the locking-lever is engaged by the latch 11. Thus in this first or initial action the spring 30 acts positively and quickly, while the spring 32 serves to subsequently take up any slack that may remain after the switch has been fully closed. The weight 27 is particularly valuable for the purpose of holding the switch firmly closed. -It is to" be noted, however, that in practice the switch-lever 23 is swung into a bifurcated catch when the switch is in the closed position, whereby an additional means of security is provided.

I have thus described how the switch may be thrown to open it and how it is locked In other words, the switch will be closed or restored to its normal position for passage of trains on the main line by automatic means, which I will now describe.

As shown in Figs. 1 to 4, inclusive, two

"curved or C-shaped levers 33 and 34 are arranged alongside the main rail 1 on the right and left, respectively, of the switch-stand and switch proper. These levers are pivoted at their lower ends so as to stand vertical, the attachment being to some'form of bracket 35, pending from the rail or otherwise suitably secured. The upper arms of the levers are curved, corresponding to the arc of a circle, the apex of the curve extending a little above the tread of the rail. A pull-road 33 connects the lever 33 with another lever 36, the righthand end of the rod 33 being slotted to receive a bolt which secures it to the lever 36. The other C-shaped lever 34 is similarly connected with the lever 36 by means of a pushrod 34 The said lever 36 is pivoted horizontally and centrally and arranged between the main-line rail 1 and the box 7, through whose adjacent side'it projects, as shown in Figs. 1, 4. Such end of the lever is further connected by a rod 37 (see Figs. 1, 2, 8, and 12) with an arm 38, which is pendent from the rock-shaft 15; The rod 37 always serves as a pull-rod and never as a push-rod. It will be understood that when a switch has been thrown or opened, as shown in Fig. 4, and the locking-lever 8 is engaged by the swinging latch 11 and a train has passed into the siding and into clearance of the main line the switch will remain open or locked until released manually or automatically. The manual release has already been described. The automatic release is effected as follows: Suppose a train to be approaching a switch from the left on main line 1 l. The lever 33 will be struck and depressed or thrown to the left, (see Fig. 2,) whereby its connecting-rod 33 will exert traction on the lever 36, through the medium of which and the pull-rod 37 the shaft 15 will be rocked suihciently to cause its lever-arm 14 to raise the latch 11 far enough to disengage it from the switch-locking lever 8, and thereupon the spring 30 and weight 27 before described, will instantly throw the switch to closed position. (Shown in Fig. 1.) In other words, the main line will be instantly opened, and the train referred to may proceed thereon with safety. On the other hand, supposing the switch to be openand looked as before, a train approaching on the main line from the right will depress the lever 34 (see Fig. 3) and through the medium of its pushrod 34 will shift the lever 36, as before, and release the locking-lever 8, as before. Inbrief, when the switch has been thrown open and locked the lock is automatically released and the switch automatically closed in an instant bar 44.

of time by a train on the main line in either direction.

It remains to describe in this connection the construction and operation of the target in connection with the hand-lever 23 24. The

' target, as shown in-Fig. 14, consists of a vertical tube 39, having four radial horizontal arms 40, and a triangular base-lever 41, having pendent points or arms 42. The tube 39 is rigidly attached to the lever 41 by means of bent arms 39. Between the tube and the lever 41 is applied a clamping-collar 43. (See Fig. 7.) It will be understood that said collar is clamped on the switch rod or'shaft 20, and thereby holds the target in place or prevents its sliding upward and at the same time adapts it to be. removed in case it should be required. The handle portion or member 23 of the switch-lever (see Fig. 10) is narrower than the space between the two front pendent ears or arms 42 of the triangular lever 41, and

hence the switch-lever moves through a considerable are before the lever 41 and the at tached target 40 are moved. In brief, the connection between the switch-lever and the target-lever 41 is such that the former can be moved the distance required to fully open the switch, while the target is only moved far enough to rotate the target one-quarter of a circle, whereby the red or danger signal is. exposed to the trainmen on the right and left.

The rear arm or pendent ear 42 of the targetlever 41 strikes the adjacentside of the top of the switch-stand, which prevents the lever moving too far. It will be seen that by this combination and arrangement of parts the tar-' get will show danger to the rear brakeman of a train that has passed into the siding and even gone a considerable distance; also, that it will show danger to trains approaching from either direction on the main line.

I will now proceed to describe the supplemental locking mechanism, which is connected with that before described and is particularly applicable to and connected with the siding. Alongside the rail 1 and 2, forming-part of the main line and siding, is arranged a curved (See Figs. 1, 5, 6, and 13.) Said bar is in the form of a thin narrow metal plate. It is supported in normal position by means of links 45, (see Figs. 5 and 13,) which are pivthat slide in keepers 47, secured to the under side of the aforesaid rail 2. The reduced end of the said bar 46 is inclined upward at a considerable angle, and the links 45 and bar 44 are thus similarly inclined relatively to rail 1 and 2. This position is preferable for engaging the wheels of a passing train and resisting downward thrust. A short bar 46 is slotted at its inner end and connected by a pin with a bar 48, (see Figs. 1, 4,and 5,) whichbar forms a rigid attachment of the switch-rail 1 The said bar 44 is supported normally slightly above the tread of the adjacent rail, as shown oted upon the reduced ends of short bars 46, I

in Fig. 6, by means of counterweights 49, which are in the form of elbow-levers having weighted free arms, the same being pivoted to the bar and to brackets 50. As shown in Fig. 13, the end of the bar 44is beveled, while, as shown in Fig. 6, the opposite end is connected with a C-shaped lever 51. Thus a train approaching from the left and entering the siding the wheels would strike and ride up on the incline, thus depressing the lever 44, and, on the other hand, a train which is on the siding upon approaching the switch would strike the lever 51 and in a similar manner depress the lever 44, thus insuring locking of the switch by means which will now be described. As shown in Figs. 1, 2, and 13, the vertical or left-hand link 45, supporting the bar 44, is connected by a rod 52 with an elbow-lever 53, which is pivoted at its apex in horizontal position and connected (see Fig. 7) by a rod 54 with another elbow-lever 55, arranged vertically in the switch-stand 22. This last-named lever 55 is pivotally connected with a lockingbar 56, which extends up in the switch-stand alongside the switch shaft or rod 20 and passes through a slot in the horizontal top 22 of the switch-stand, and its top portion, as shown in Fig. 9, is provided with a beveled projection 56, which is adapted to engage a corresponding slot formed in the under side of the horizontal member 23 of the switch-lever.

It will be understood by inspection of Fig. 1 that the bar 44 stands off from the mainline rail 1 when the switch is closed, so that the wheels of trains passing on the main line do not strike it. When the switch is thrown by operating the switch-lever 23, as before described, the switch-rails 1 and 2 move a short distance before the bar 44 is moved by reason of the provision of the slot in the bar 46. In other words,the bar 44 is not brought up against the rail 1 until the switch-rails complete their lateral movement. The switch is locked by means of the latch and other mechanism before described; but it will be seen that a train passing into the siding will depress the bar 44, and thus operate the levers 53 55 through the medium of the rods 52 54, and thereby raise the locking-bar 56, so that it looks the switch-lever by engagement therewith. It will be further seen that so soon as the train passes off from the siding, and thereby leaves the bar 44 free, the counterbalance-levers 49, before described, will raise the bar 44 to its former and normal position, whereby the locking-bar 56 will be lowered and the switch-lever released.

It will be seen that even the switch operator cannot move the switch while a train is passing on the siding. In other words, he cannot disengage the lever 23 23 from the lockingbar 56. In brief, the switch is double locked while a train is passing on the siding, and thus a double means of safety is provided. The train may pass on farther on the siding,

or pass from the siding on the main line, and on, leaving the switch open and looked, as before described, by means of the latch 11. This, however, may be released manually, if desired, but will ordinarily be released automatically by trains approaching from either direction on the main line.

In order to insure the restoration of the C-shaped levers 33 and 34 to their normal standing position, as shown in Figs. 2 and 3, I apply a lever 57 (see Figs. 1 and 2) in horizontal position between the locking-lever 8 and the lever 36. In other words, the ends of the lever 57 are respectively in contact with,

the shorter arms of the locking-lever 8 and the inner adjacent end of the lever 36. Thus the tension of the spring 30 and the gravity of the weight 27 apply force through the medium of the locking-lever 8 and the lever 57 to the lever 36, whereby it is thrown and held in such position as to restore the curved or C-shaped levers 33 34 to their normal position. a

I thus provide a switch which having been opened manually may then be left locked without further attention by the switchman and which may also be closed manually, if so desired; but it is closed automatically by any train approaching and requiring to pass on the main line, so that safety against accident on the main line is assured.

What I claim is- 1. The combination, with the main-line, siding, and switch rails, manual means for throwing the latter, and an automatic lock for holding the switch temporarily open, of automatic means for releasing the lock and clos= ing the switch, consisting of a weight and rope, and pivoted links with counterbalance-weights connnected therewith, substantially as described.

2. The combination, with a main-line, siding, and switch rails, of means for opening the switch, alocking device consisting of a pivoted latch adapted to engage one of the members employed for opening the switch, a device for raising said latch for the purpose of releasing the switch-lock, and devices arranged alongside the track and operatively connected with said device, whereby a passing train causes the automatic release of the lock, and means for closing the switch automatically, substantially as described.

3. The combination,with the main-line, siding, and switch rails, of devices for opening and locking open the switch, curved levers pivoted alongside the main line on either side of the switch, and a device for automatically closing the switch and rods-connecting device with the levers, the mechanism being actuated by a train passing over the curved levers, substantially as described.

4. The combination,with the main-line, siding, and switch rails, means for opening the switch, and means for automatically locking and closing it, of curved or C-shaped levers pivoted alongside the main line on opposite sides of the switch, a pull-rod and a push-rod connected with the respective levers, the latter being curved in the same direction, an intermediate lever arranged horizontally opposite the switch proper, the adjacent ends of the aforesaid rods being connected therewith and slotted as described, a lock-releasingde vice, and means connecting the aforesaid intermediate lever with said device, substantially as described, whereby a train approaching the open switch from either direction will automatically close it.

5. The combinatiomwith the main-line, siding, and switch rails, means for opening the. switch, means for automatically closing it, and a latch pivoted and adapted to engage a portion of the mechanism by which the switch is opened, a rock-shaft arranged adjacent to said latch and provided with a lever-arm adapted to engage the latter for raising it, of a device arranged alongside the main line and adapted to be acted upon by a passing train, and means connecting such device with the aforesaid rockshaft for rotating the latter and thereby releasing the lock, substantially as described.

6. The combination, with the main-line, siding, and switch rails, means for opening the switch and means for automatically closing it, of a locking device comprising a pivoted latch adapted to engage a member of. the mechanism by which the switch is opened and thereby holding the switch in the open position, a IOCk". shaft arranged adjacent to the latch and having a lever-arm engaging its free end, and a second lever-arm arranged parallel to the first, a spring bearing upon the second lever-arm, depressible levers pivoted alongside the main line, rods extending therefrom parallel to the main line and toward each other, a lever pivoted horizontally and connected with the meeting ends of the said rods, and a pull-rod connecting the inner end of said lever with a lever-arm on the rock-shaft, whereby a, passing train depressing one of the levers alongside the track causes rotation of the rock-shaft, whereby the parallel lever-arms are raised against the tension of the spring and the lock automatically released in the manner described.

7. The combination, with the main-line, the siding, and switch rails, of a switch-lever, a pull-rod connected therewith and levers arranged between such pull-rod and the switchrails and serving as the intermediate means for operating the latter, a pivoted latch adapted to engage the member to which the pullrod is attached, a cam applied to the pull-rod and adapted to engage the latch and raise the same, for releasing the lock, substantially as described.

8. The combination, with the main-line, the

' siding, and switch rails, of a switch-lever and pull-rod, a compound lever interposed between the pull-rod and the switch-rails, the said pullrocl being slidaloly connected with one of the lever members so that it has a short movement independently of the same; a cam fixed on the pull-rod, a pivoted latch adapted to engage the lever member with which the pull-rod is connected and having a'lateral projection adapted to engage the cam substantially as described, whereby the switch-lock may be released by .moving the pull-rod to carry the cam beneath said projection of the latch, substantially as described.

9. The combination, with the main-line, the siding, and the switch rails, of lever mechanism connected therewith, means for locking such mechanism when the switch is opened, means for automatically closing the switch, a switch-lever and a device connecting it with the aforesaid lever mechanism and provided with an attachment adapted for releasing the switch-lock when the switch-lever is manually operated, substantially as described.

10. The combination, with the main-line, the siding, and switch rails, of a switch lever and rod, a pull-rod connected with the latter, a compound lever arranged intermediate of the said pull-rod and switch-rails and operatively connected therewith, a device for locking the switch in the open position, means for automatically releasing the lock comprising a de pressible device arranged alongside the main line, a rod connected therewith, a lever to which said rod is also connected, means for connecting said lever with the lock-releasing mechanism proper, and an intermediate lever pivoted horizontally and bearing at its respective ends upon the aforesaid lever and the compound lever, and means connected with the compound lever for closing the switch automatically when the lock is released, substantially as shown and described.

11. The combination, with the main-line, siding, and switch rails, means for opening the switch consisting of a compound lever and, pull-rod and a switch lever and rod, of a coil- .spring connected with the compound lever, a

second coil-spring of less tension, and an intermediate rocking lever with whose respective ends the springs are connected, and a stop for such rocking lever whereby it is held in fixed position when the switch is opened, substantially as described.

12. The combination, with the main-line, the siding, and switch rails, a compound lever, a pull-rod connected therewith, and means for actuating it, of means for automatically closing the switch consisting of two coiled springs one weaker than the other, an intermediate rocking lever to whose respective ends the springs are connected, the spring of greater tension being also connected with compound lever, and a weight, and rope connecting it with the compound lever, substantially as described.

13. The combination, with the mainline,sid-

- ver being constructed with pendent portions serving as stops, two of which are on opposite sides ofthe switch-lever and located a greater distance apart than the width of said .f-lever, whereby the latter may be moved through a greater are than the target-lever, substantially as shown and described.

15. The combination, with the main-line, the siding, and switch rails, a compound lever the switch-stand rod, the switch-lever and the pullrod connecting the switch-rod with the compound lever, of a target, and a target-lever which is constructed substantially in triangular form and provided with three pendent portions, two of which are adapted to engage the lever and the third to engage the switch-stand, the target-lever and target being mounted upon the rod and adapted to rotate independently thereon, the arrangement being otherwise subtantially as described.

16. The combination, with the switch-stand, the vertical switch-rod and a switch-lever attached to the latter, of the target and targetlever rigidly connected and adapted to rotate independently upon the switch-rod, the target-lever having pendent portions adapted to engage the switch-stand and the switch-lever for operating in the manner shown and described.

17. The combination,with the main-line and siding, and switch rails, the switch-stand, the switch-rod rotatable therein, a switch-lever attached thereto, and means arranged intermediately of the switch-rod and the switchrails for operatively connecting the two, of a depressible bar arranged alongside the siding and adjacent main-line rail, means for supporting it normally in position to be acted upon by the wheels of a passing train, a locking-bar arranged vertically in' the switchstand, and means operatively connecting it with the bar arranged alongside the track as before described, whereby a train passing into the siding locks the switch-lever and holds it temporarily locked, substantially as shown and described.

18. The combination,with the main-line,the

siding, and switch rails, a switch-stand, a vertical rotatable rod arranged therein, a switchlever attached to the rod and a vertically-slidable bar adapted for locking the said lever, of mechanism arranged intermediate of the rod and the switch-rails for throwing the latter, and a bar arranged alongside the siding and adjacent main-line rail, pivoted links for supporting the bar, counterbalance-weights connected therewith and serving to normally support it in the elevated position, and rods and lever connecting the said bar with the locking-bar of the switch-stand, substantially as shown and described.

19. The combination with the main-line, siding, and switch rails and means for throwing.

the latter, of a locking device in the switchstand connected to a detector-bar arranged alongside of the side-track rail, the mechanism being actuated by a train passing to the siding substantially as described.

20. The combination, with a main-line, the siding, and switch rails, and means for throwing the switch and means for looking it, of a depressible bar arranged alongside the siding and adjacent main-line rail, means for holding it normally elevated so that it may be acted upon by a passing train, and supports for said bar comprising pivoted links, horizontal bars to which the links are attached, means for supporting such horizontal bars beneath the rails and wherein they are adapted to slide lengthwise, one of the switch-rails being connected with such slidable bars, whereby, when the switch is opened the depressible bar arranged alongside is drawn up close to the adjacent rail, substantially as described.

21. The combination, with the mainline,siding, and switch rails, and means for throwing the switch and a slidable bar for locking the same, of a depressible bar arranged alongside the track, and means for connecting it with the locking-bar, and counterbalance-levers, the same being angular in form and pivoted at their apex and provided with weighted arms, whereby they normally hold the depressible bar elevated substantially as described.

22. The combination with the main-line, siding, and switch rails and means for throwing the switch, of a locking-bar arranged alongside of the side track consisting of bars supported beneath the rails and links having counterbalance-weights and devices for connecting it with the locking-bar substantially as described.

JOHN JAMES HOOPER.

Witnesses:

JOHN C. EUSECK, WADE J. BEYERLY. 

